JP3223553B2 - Traction control prohibition judging device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a traction control device used for suppressing driving wheel spin (idling) of a vehicle, and more particularly to a traction control prohibition judging device for judging whether traction control can be performed. About.

[0002]

2. Description of the Related Art There is known a traction control device for securing stable running at the time of starting or accelerating a car and for improving running (driving) performance. The traction control device, when spin occurs in the drive wheel, automatically throttles the engine output against the driver's accelerator operation, or automatically applies traction brake pressure to the drive wheel in which spin occurs, It is a device that suppresses spin.

An example of a traction control device of an engine output control system for reducing the engine output is disclosed in US Pat.
On the other hand, an example of a traction control device of a brake control system for applying traction brake pressure, which is disclosed in the specification of British Patent No. GB8719299, is disclosed in Japanese Patent No. 280 or U.S. Pat. No. 3,776,355. ing.

In general, when brake control is performed, brake pads may be worn out early, or excessive torque may be generated between an engine unit that generates driving force and a brake, which may adversely affect the driving system. From such a point, a large number of devices that use both the engine output control method and the brake control method have been proposed as the ordinary traction control device.

However, the traction control device is
Many parts can be shared with the anti-lock control device, and in particular, the brake control system can use the anti-lock solenoid valve as it is for raising and lowering the brake pressure.

Therefore, for the purpose of reducing the manufacturing cost, a traction control device using only a brake control system has been proposed (GB 8719299).

[0007]

However, the traction control system using only the brake control system has a possibility that traction brake pressure is frequently applied, and even in a middle speed range or a high speed range where traction control is hardly required. It is also possible that traction brake pressure is applied. Therefore, the wear of the brake pad is accelerated, and at the same time, the brake system and the drive system are adversely affected.

Accordingly, an object of the present invention is to provide a traction control prohibition judging device capable of minimizing such adverse effects.

[0009]

In order to achieve the above object, a traction control prohibition judging device according to the present invention comprises:
A traction control device that detects spin of a drive wheel of a vehicle, applies traction brake pressure to a brake provided corresponding to the drive wheel, and suppresses the spin of the drive wheel, and wheel speed detection that detects the speed of each wheel Means, a vehicle speed estimating means for estimating the vehicle speed based on the wheel speed, a speed region determining means for determining whether the vehicle speed is in a low speed region, a medium speed region, or a high speed region; and If the vehicle speed is in the low speed range, the traction control device is enabled.If the vehicle speed is in the high speed range, the traction control device is disabled. During traction control,
The traction control device is maintained in an operable state until the traction control is completed, and after the traction control is completed, the traction control device is set to an operation prohibition state in a medium speed range, while the traction control is performed at the same time. If the control device is not in traction control, the first traction control means sets the traction control device to the operation prohibition state in the medium speed range.

[0010]

[0011]

The traction control prohibition judging device according to the present invention always detects the vehicle speed and, when the vehicle speed is in the middle speed range or the high speed range, basically prohibits the traction control.

However, when the vehicle is in the middle speed range and the traction control is continuously performed from the low speed range, the traction control is continuously performed until the traction control ends. Also, when the vehicle is in the middle speed range, the spin is newly detected, and the vehicle speed is reduced, the traction control is enabled.

Further, the traction control prohibition judging device according to the present invention estimates the brake pad temperature independently of the vehicle speed, and prohibits the traction control when the brake pad temperature is considered to have reached an abnormal temperature. For a predetermined period after that point, the traction control is prohibited from restarting in order to lower the brake pad temperature.

[0014]

1 shows a traction control prohibition judging device according to the present invention. In the figure, S is a wheel speed detection unit (subscripts 0, 1, 2, and 3 indicate a right front wheel, a left front wheel, a right rear wheel, and a left rear wheel, respectively), C is a wheel behavior calculation unit, and CAL is a drive wheel spin detection. , JUD is a control prohibition judging unit, and ACT is an actuator.

The portion surrounded by the dotted line in FIG. 1 can be constituted by a microcomputer. In the following embodiment, a description will be given of a case where the traction control permission or prohibition determination device according to the present invention is mounted on a front-wheel drive vehicle. However, the invention can be used for other types of vehicles.

FIG. 2 shows an example of the actuator ACT, which has both antilock control and traction control functions. In FIG. 2, 2 is a traction valve, 4 is a vacuum booster, and is divided into two chambers 4a, 4b by a diaphragm 8. A brake pedal 6 is connected to the piston rod 10. Reference numeral 12 denotes a master cylinder, from which fluid pressure is supplied to four brake control valves 14,
16, 18, and 20. 22, 24, 26 and 28 are anti-lock valves, 32 and 34 are buffer chambers,
Reference numeral 30 denotes a motor pump.

The operation when traction control is performed will now be described. Now, it is assumed that spin occurs on the right front wheel (drive wheel provided corresponding to the brake control valve 14). By detecting excessive spin of the right front wheel, the traction valve 2 is switched from the closed state to the open state, the antilock valve 22 is maintained in the closed state, and the other antilock valves 24, 26, 28 are opened. And the motor pump 30 is driven.
As a result, compressed air is introduced into the chamber 4b from the suction port, and the piston 8 is shifted by the movement of the diaphragm 8, and the master cylinder 12 is operated to generate a brake pressure. At this time, since the antilock valve 22 is closed, a traction brake pressure is generated in the brake control valve 14, and the brake is applied to the right front wheel that is spinning to suppress the spin. On the other hand, since the other antilock valves 24, 26, and 28 are open, no traction brake pressure is generated for the other wheels. In order to perform traction control efficiently, the antilock valve 22 is actually simply turned on and off.
Repeat off.

The traction control is performed in this manner. However, the apparatus according to the present invention determines in advance whether traction control may be performed depending on the situation where the apparatus is placed, and determines that traction control may be performed. Only when the traction control is performed. The criteria are roughly divided into two categories. One is based on the vehicle speed and the other is based on the temperature level of the brake pad. Hereinafter, the respective criteria will be described.

It is empirically known that the traction control for the purpose of starting assistance is actually required especially at low speeds. Therefore, it is determined whether the traction control can be executed based on the vehicle speed. to decide. Basically, when the vehicle speed is in a low speed range, for example, less than 10 km / hr (VR
When EF <10), traction control is enabled,
When the vehicle speed is in the high speed range, for example, 40 km / hr or more
When (VREF ≧ 40), traction control is prohibited. When the vehicle speed is in the middle speed range, for example, less than 40 km / hr and 10 km / hr or more (40> VREF ≧ 10), the traction control is executed when the vehicle enters the middle speed range from the low speed range. In this case, continuation of traction control is permitted as it is, and when traction control is not performed at the same time, starting of new traction control is prohibited.

Exceptionally, even when the vehicle is in the middle speed range and traction control is not being performed, traction control is newly started when a new spin is detected and the vehicle speed decreases. Enable. For example, the traction control is performed when the vehicle starts once, but approaches a road such as a snowy road or the like where the road surface μ is extremely low, or is approaching a slope, or when the vehicle body speed is reduced despite stepping on the accelerator. It is possible to resume.

As will be described later, when traction control is enabled, VSPFLAG is set to 0,
To prohibit traction control, set VSPFLAG to 1
Set to.

The device of the present invention also estimates the temperature level of the brake pad, and enables traction control when the estimated temperature level is equal to or lower than a certain value, while enabling the traction control when the temperature level reaches a certain value. It is prohibited, and after that, restarting the traction control for a certain period is prohibited. That is, during the period in which the traction brake pressure is generated, the brake pad temperature is considered to be rising. Therefore, the period is integrated, and the temperature level is estimated by the integrated value. When the integration time reaches a certain upper limit or more, traction control is prohibited. During the period in which no traction brake pressure is generated, the brake pad temperature is considered to be falling, so the counter is decremented during that period. After the accumulated time has reached the certain upper limit, the resumption of traction control is prohibited until the count value of the counter falls below the certain value. In the example,
The period during which the traction brake pressure is generated is integrated, and when the integrated value exceeds about 20 seconds, the traction control is prohibited, and thereafter, the traction control is prohibited from restarting for about 80 seconds.

Further, the present invention is devised so as to reduce the unpleasant noise of the motor pump generated during the traction control. That is, as shown in FIG. 2, when the traction control is started, the traction valve 2 is opened and at least the anti-lock valve 2
6, 28 are opened, and the motor pump 30 continues to be driven. Driving the motor pump not only increases the battery current consumption of the vehicle, but also causes noise and the like accompanying the operation of the pump, thereby giving a driver discomfort,
It is not desirable for the vehicle itself. Therefore, in the present invention, when the driver does not intend to start or accelerate, for example, when the driver releases his / her foot from the accelerator pedal or shifts up the gear, the traction valve 2 is closed and the motor pump 30 is turned off. It is configured not to be driven.

Next, the traction control prohibition determination will be specifically described with reference to a flowchart.

FIG. 3 shows the overall configuration of the flowchart. One cycle consists of a subroutine I-VII. In one cycle, the subroutines I-VII are sequentially executed.

In subroutine II, the vehicle speed VREF is calculated by a known estimation method based on the wheel speed and wheel acceleration obtained in subroutine I, and the spin amount is calculated based on the following equation: SPIN0 = SPD0-SPD2 SPIN1 = SPD1-SPD3 calculate.

In subroutine III, it is determined whether traction control is enabled or disabled based on the vehicle speed. In subroutine IV, it is determined whether traction control is enabled or disabled by estimating the temperature level of the brake pad. Do. In subroutine V, it is determined whether or not an excessive spin has occurred. In subroutine VI, a flag (TFLA) for generating traction brake pressure is determined.
Set G) and operate a timer that counts the period during which traction control is initiated and there is likely to be a complete loss of spin. Subroutine VI
In I, traction valve 2 and anti-lock valve 22,
Open / close control of 24, 26, 28 and on / off control of the motor pump 30 are performed. Each of the subroutines III-VII will be described in further detail using a flowchart.

FIG. 4 shows a subroutine III, that is, a flowchart of traction control judgment based on wheel speed.

In step S1, the vehicle speed VREF becomes 40 (k).
m / hr) or more, and if it is 40 or more, the flag VSPFLAG is set to 1 in step S2, and an instruction to prohibit traction control is issued. Body speed VREF is 40
If it is less, the process proceeds to step S3, and it is determined whether or not the vehicle speed VREF is less than 10. If it is less than 10, the flag VSPFLAG is set to 0 in step S4 to enable traction control. In step S5, it is determined whether or not the vehicle speed VREF is less than 40, 10 or more, and the traction timer TMR is not less than the upper limit value 255. If the two conditions are satisfied, the flag VSPFLAG is set to 1 in step S6. That is, in steps S5 and S6, a determination is made when the vehicle speed has entered the middle speed range. If the traction control is started at a vehicle speed of less than 10 km / hr, the traction control is allowed to continue even in the middle speed range, and after the traction control is completed, a new traction control is not started. It is configured. In step S7, it is determined whether or not the vehicle speed VREF is lower than the vehicle speed Vmemi stored in the previous or previous cycle.
SPFLAG is set to 0 to enable traction control. That is, in steps S7 and S8, it is determined whether or not the speed of the vehicle has been reduced in spite of the accelerator being depressed in the medium speed range. If it is determined that the speed has been reduced, traction control is enabled.

FIG. 5 shows a subroutine IV, that is, a flow chart of traction control judgment by estimating the brake pad temperature level.

In step S11, it is determined whether the traction timer TMR is smaller than the intermediate value 128 or not, or whether the traction flag TFLAG is set to 1. If either condition is satisfied, step S12 is performed. Then, the counter PADTMP representing the temperature level of the brake pad is incremented by eight. This counter PADTMP is set to 0 when the ignition is started. If both conditions of step 11 are not satisfied, the process proceeds to step S13, where the counter P
The count value of ADTMP is decremented by one. After the counter PADTMP has been decremented to the minimum value 0, the counter continues to be 0 even if it is further decremented. In step S14, it is determined whether or not the count value of the counter PADTMP is equal to or greater than 20,480.
LAG is set to 1 to issue an instruction to prohibit traction control. In step S16, it is determined whether or not the count value of the counter PADTMP has become less than 10240. If the count value is less than 10240, the pad flag P is determined in step S17.
Set ADFLAG to 0. That is, assuming that the control cycle is 8 msec, in steps S14 and S15, it is determined whether or not the integrated value of the time during which the traction brake pressure is applied exceeds 20 seconds. If the integrated value exceeds 20 seconds, the pad flag PADFLAG is set to 1. set. In steps S16 and S17, the timer PADTM
P is subtracted from 20480, half of which is 1024
It is determined whether the value has decreased to 0, and while the subtraction (subtraction speed is 1/8 of the addition speed) is performed, that is, for about 80 seconds, the pad flag PADFLA is used.
While holding G at 1 and issuing an instruction to inhibit traction control, after 80 seconds have elapsed, the pad flag PADFLAG is set to 0 and an instruction is issued to enable traction control.

FIG. 6 shows a subroutine V, that is, a flowchart for judging excessive spin detection.

In step S21, i = 0 is reset, and in step S22, the spin amount SPINi is 2+ (VREF / 1
6) It is determined whether or not the spin amount acceleration SPINi 'is 1.5 g or more. If both conditions are satisfied, it is determined that spin is occurring, and step S
Proceed to 24. If at least one of the conditions is not satisfied, the process proceeds to step S23. Step S
At 23, it is determined whether or not the spin amount SPINi is equal to or more than 8+ (VREF / 4). If the spin amount is smaller than 8+ (VREF / 4), it is considered that an excessive spin has occurred, and the process proceeds to step S24. In step S24, the traction brake pressure control signal REQi is set to the pressurized state in order to suppress the occurrence of the spin because it is generated.
In step S25, the traction timer TMR is set to an intermediate value.
(128) and the spin amount SPINi is 1+ (V
REF / 64) or less, and if both conditions are satisfied, it is determined that no spin has occurred, and the flow advances to step S26 to set the traction brake pressure control signal REQi to a rapid pressure reduction command.

On the other hand, if at least one of the conditions is not satisfied in step S25, it is determined that the spin is decreasing, and the process proceeds to step S27. In step S27, the traction brake pressure control signal REQi is set to a slow decrease command.

In step S28, i is incremented by 1. In step S29, it is determined whether i is 2. If i is not 2, the process returns to step S22. If it is 2, the process is terminated. That is, it is set in steps S28 and S29 that the determination is made only for the front wheels that are the driving wheels.

FIG. 7 shows a subroutine VI, that is, a flowchart for timer operation.

In step S31, i is reset to 0. In step S32, the traction timer TMRi is set to the upper limit value (2
55) The traction brake pressure control signal REQi is pressurized, the vehicle speed VREF is in the middle speed range, and the vehicle speed memory Vmemi for storing the vehicle speed at the start of spin generation is 0 If all conditions are satisfied, the process proceeds to step S33, and the vehicle speed VREF of the current cycle is set in the vehicle speed memory Vmemi. That is, in steps S32 and S33, when traction control is not being performed in the medium speed range, and when a new spin is detected and a request for increasing the traction brake pressure is issued, the current vehicle speed VREF is stored in the memory Vmemi. It is configured to memorize. Step S34
Then, it is determined whether or not the traction timer TMRi is equal to or greater than the upper limit value (255) and whether or not the traction brake pressure control signal REQi is other than pressurization. If both conditions are satisfied, the process proceeds to step S35. Then, the vehicle speed memory Vmemi is set to 0. In step S36, it is determined whether or not the vehicle speed flag VSPFLAG is set to 1.
Alternatively, it is determined whether or not the pad flag PADFLAG is set to 1. If one of the flags is set to 1, the process proceeds to step S37, and the traction brake pressure control signal REQi is set to prohibit. In step S38, the traction brake pressure control signal RE
It is determined whether or not Qi is issuing a pressurizing command. If so, the process proceeds to step S39, and the traction flag TFLAGi is set to 1. Step S
At 40, it is determined whether or not the traction control flag TFLAGi is set to 1. If it is set to 1, the process proceeds to step S41, and the traction timer T
Reset MRi to zero. In step S42, the traction flag TFLAGi is set to 0, and
At 43, the traction timer TMRi is incremented by one.

The traction timer TMRi can be increased up to the maximum value (255), and the traction timer TMRi is maintained so as to keep the value after that. That is, the traction timer TMRi is a timer for counting up from 0 after the traction control is converged and the application of the last traction brake pressure application is completed, and ending the traction control when 255 is counted. .

In step S44, i is incremented. In step S45, it is determined whether or not i is 2. When i is 2 or less, the process returns to step S32, while i is 2
If this is set, this subroutine is terminated.

FIG. 8 shows a flowchart of subroutine VIII, that is, the output of the actuator.

In step S51, it is determined whether or not at least one of the traction brake pressure control signals REQ0 and REQ1 has a prohibition command. If the prohibition command has been issued to either one, the process proceeds to step S53.
In step S52, it is determined whether the traction brake pressure control signal REQi has issued a command other than pressurization and the traction timer TMRi is equal to or greater than the intermediate value (128). Proceed to S53. That is, in steps S51 and S52, it is determined whether the traction control is interrupted or converged. If the traction control is interrupted or converged, the process proceeds to step S53, where the traction valve 2 is closed and the antilock valves 22, 24,
Close all of 26 and 28. Step S54
Then, the motor pump 30 is turned off.

While the traction control is continuing, step S
At step 55, i is set to 0, and at step S56, a command according to the traction brake pressure control signal REQi is output to the antilock valves 22, 24. In step S57, i is incremented. In step S58, it is determined whether or not i has reached 2. If it has reached 2, step S5 is reached.
Go to 9. In step S59, the anti-lock valves 26, 28 of the non-driven wheels are opened, and in step S60, the traction valve 2 is opened. In step S61, the motor pump 30 is turned on.

The operation of the traction control prohibition judging device according to the present invention will be described below. Vehicle speed VREF is 10
If the speed is less than km / hr, the vehicle speed flag VSPFLAG is set to 0 in steps S3 and S4, so that the process does not proceed from step S36 to S37. Therefore, the traction brake pressure control signal REQi is not set to the inhibition command,
The command set in steps S22 to S27 is directly executed in step S56.

If the vehicle speed VREF is equal to or higher than 40 km / hr, the vehicle speed flag VSPFLA is set in steps S1 and S2.
Since G is set to 1, steps S36 to S37
Proceed to. Therefore, the traction brake pressure control signal RE
Qi is set as a prohibition command, the command set in steps S22-S27 is ignored, and steps S51 to S53 and S54 are executed.

When the vehicle speed VREF is in the middle speed range, ie, 10
There are cases where the speed becomes km / hr or more and becomes less than 40 km / hr when the vehicle enters the high speed region to the medium speed region or when the vehicle enters the low speed region to the medium speed region.

In the former case, it is unlikely that the traction control will occur while accompanied by traction control. Therefore, the count value of the traction timer TMR is always kept at 255. Therefore, the process proceeds to steps S5 and S6, and the vehicle speed flag VSPFLAG is set to 1.

In the latter case, there are a case where the traction control is performed and a case where the traction control is not performed.

When the vehicle enters the middle speed range from the low speed range with traction control, the judgment result in step S5 is NO and the judgment results in the other steps S1, S3, S7 are also NO. The setting of the previous cycle is brought to VSPFLAG as it is. In the previous cycle, steps S3 and S4 must have been executed, so that "VSPFFLAG = 0" actually continues, and no prohibition command is issued without passing through step S37.

When the vehicle enters the medium speed range from the low speed range without traction control, steps S5 and S6 are executed, "VSPFFLAG = 1" is set, and further, step S5 is executed.
Steps S36 and S37 are executed, and a prohibition command is issued.

Further, as shown in FIG. 10, even in the middle speed range, a new spin occurs (time T11), and although the accelerator is depressed to accelerate, the vehicle speed VREF thereafter becomes lower. If the vehicle is decelerated (slowed down) (time T12), a spin is detected in step S22 or S23, steps S32 and S33 are executed, and the vehicle speed VREF of the current cycle is stored in the memory Vmemi. Then, in step S7 of the next cycle (T12), when a decrease in the vehicle body speed is detected, "VSPFL" is determined in step S8.
AG = 0 "is set. Therefore, if a pressurization command is issued for the traction brake pressure control signal REQi in step S24, step S37 is not passed, and step S5 is not performed.
5-S61 will be executed.

While the traction control is started and the traction timer TMR is counting up to the intermediate value (128), and even if TMR ≧ 128, TFLAG =
Since it is considered that the traction brake pressure is frequently applied while it is 1, steps S11 and S8 must be performed during this time.
Is executed, and the counter PADTMP that monitors the temperature rise of the brake pad increases. TFLAG = 1 means that
The target is a period from the start of the traction control until the TMR is cleared to zero. In this way, when the count value of the counter PADTMP for monitoring the temperature of the brake pad is equal to or more than the predetermined upper limit (20480), "PADFLAG = 1" is set in step S15, and if "REQ = pressurization" Is issued in step S24, "REQ" is executed in steps S36 and S37.
= Prohibit ”command. In step S42,“ TF ”
LAG = 0 "is set, and steps S51, S53, S5
4 is executed. Therefore, when it is considered that the temperature of the brake pad has become extremely high, the traction control is forcibly stopped.

After this suspension, "PADFLAG =
Step S13 is repeatedly executed in a state where "1" is kept, and the count value of the counter PADTMP slowly decreases. When the count value of the counter PADTMP becomes smaller than the predetermined lower limit (10240), step S13 is repeated.
17 is executed to set "PADFLAG = 0", allowing traction control to be resumed.

Hereinafter, the operation at the time of starting will be described with reference to FIG. The time point T1 is the time point when the first spin is detected after the start, and the operation at the time point T1 is shown in Table 1.
Shown in

[0054]

[Table 1]

By passing through step S4, "VS
PFLAG = 0 is set, and the counter PADTMP is held at the minimum value 0 in step S13, and "PADFLAG = 0" is set in step S17.Steps S22 and S24 are executed, and "REQi = pressurized".
Is set, steps S38 and S39 are executed, and "T
FLAG = 1 "is set. Then, step S55
-S61 is executed to apply the traction brake pressure based on "REQi = pressurization", and the traction control is executed.

After time T1, steps S11 and S12 are executed, and the counter PADTMP is incremented. Other operations are the same as the operations at the time T1 described above. Time point T2 is a time point when the first spin converges,
Table 2 shows the operation at the time T2.

[0057]

[Table 2]

By executing step S4, "V"
SPFLAG = 0 "is set, the counter PADTMP is incremented in a step S12, and the step S1 is executed.
7, the flag PADFLAG is set to 0, and the traction brake pressure control signal REQi is set in step S27.
Is set to moderate pressure reduction. Steps S40, S41, S4
2 and S43, the traction timer TMR is reset to 0, the traction flag TFLAG is set to 0, and the traction timer TMR is set to 0.
The MR increment is started. Further, step S
Slow pressure reduction output is executed by 55 and S58, and traction control is continued.

Although not shown in the flow chart, after the accelerator is released, the driving force is lost and no spin can be generated. Therefore, the addition speed of the traction timer TMR is increased and the intermediate value (128 ), And furthermore, it is also possible to reach the upper limit (255).
Therefore, immediately after releasing the accelerator, the intermediate value (128)
, The traction valve 2 is closed, and the uncomfortable sound of the motor pump 30 can be interrupted.

Time T3 is a time when the count value of the traction timer TMR reaches the intermediate value (128) after releasing the accelerator, and the operation at the time T3 is shown in Table 3.

[0061]

[Table 3]

"VSPFFLAG = 0" is set in step S4, and "PADFLAG = 0" is set in step S17. At this point, since the spins have converged, step S26 is executed, and "REQi = rapid decompression" is set. In step S43, the traction timer TMR is incremented, and steps S53 and S54 are executed, so that the traction control ends. Actually, the traction timer TMR has not yet reached the predetermined upper limit value (255), so traction control is being performed. However, while the accelerator is released and a gear change is performed, the traction valve 2 is closed and the motor is closed. The pump 30 is turned off so as not to generate unpleasant noise and to minimize the load on the brake system.

[0063]

As described in detail above, the traction control prohibition judging device according to the present invention can judge whether or not traction control can be performed based on the vehicle speed, so that traction control is hardly required. Traction control is not started in the middle speed range or the high speed range that is not required at all.

The traction control prohibition judging device according to the present invention estimates a change in the temperature of the brake pad, and prohibits the traction control when the pad temperature is considered to be abnormally high.

Therefore, it is possible to prevent the adverse effects of the traction control being executed without restriction, such as damage to the brake pads and excessive torque generation in the drive system.

Furthermore, the traction control prohibition judging device according to the present invention can close the traction valve and stop the motor pump while the accelerator is released, so that the driver has no intention to start or accelerate. At the time, unpleasant noise or the like caused by the motor pump or the like can be removed.

[Brief description of the drawings]

FIG. 1 is a block diagram of a traction control prohibition judging device according to the present invention.

FIG. 2 is a schematic diagram of an actuator used in a brake system.

FIG. 3 is a flowchart for performing a traction control prohibition determination.

FIG. 4 is a flowchart showing details of a subroutine III of FIG. 3;

FIG. 5 is a flowchart showing details of a subroutine IV of FIG. 3;

FIG. 6 is a flowchart showing details of a subroutine V of FIG. 3;

FIG. 7 is a flowchart showing details of a subroutine VI of FIG. 3;

FIG. 8 is a flowchart showing details of a subroutine VII of FIG. 3;

FIG. 9 is a graph showing an operation when a spin occurs in a low speed range.

FIG. 10 is a graph showing an operation when spin occurs in a medium speed range.

[Explanation of symbols]

 S Wheel speed detection unit C Wheel behavior calculation unit CAL Driving wheel spin detection unit JUD control prohibition determination unit ACT Actuator 2 Traction valve 4 Vacuum booster 12 Master shilling 14, 16, 18, 20 Brake control valve 22, 24, 26, 28 Anti Lock valve 30 Motor pump

Claims (3)

(57) [Claims] 1. A traction control device for detecting spin of a drive wheel of a vehicle, applying traction brake pressure to a brake provided corresponding to the drive wheel, and suppressing the spin of the drive wheel. Wheel speed detecting means for detecting, vehicle speed estimating means for estimating the vehicle speed based on the wheel speed, and speed area judging means for judging whether the vehicle speed is in a low speed area, a medium speed area, or a high speed area When the vehicle speed is in the low speed range, the traction control device is enabled, and when the vehicle speed is in the high speed range, the traction control device is disabled, and when the vehicle speed enters the middle speed range from the low speed range. If the traction control device is performing traction control, the traction control device is maintained in an operable state until the traction control ends, and After the traction control is completed, the traction control device is disabled in the medium speed range while the traction control device is not in the traction control mode in the middle speed range. A traction control prohibition judging device comprising a first prohibition judging means. 2. The traction control prohibition judging device according to claim 1, further comprising: when the vehicle speed is in a middle speed range, a new spin is detected, and the vehicle speed is reduced. A traction control prohibition judging device comprising a second prohibition judging means for setting an operable state. 3. The traction control prohibition judging device according to claim 1, further comprising means for interrupting the traction control as soon as the accelerator is released during the traction control. Prohibition judgment device.